Reported data on noise exposure covered by Directive 2002/49/EChttp://www.eea.europa.eu/data-and-maps/data/reported-data-on-noise-exposure-1
The Directive relating to the assessment and management of environmental noise (the Environmental Noise Directive – END, 2002/49/EC) is the main EU instrument to identify noise pollution levels and to trigger the necessary action both at Member State and at EU level.No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: Directorate-General for Environment (DG ENV), European Environment Agency (EEA).noiseairportsindustrynoise exposurerailsaircraftroadstransport2016/03/07 13:30:00 GMT+1DataEurope's transport network vulnerable to climate changehttp://www.eea.europa.eu/highlights/europe2019s-transport-network-vulnerable-to
Disasters such as floods and storms have led to several high-profile disruptions of Europe's transport network over the last few years. As the climate changes, the transport system urgently needs to adapt, according to a new assessment.Transport is vital to the smooth running of the economy. When movement of people, goods or services is hindered, the indirect costs to the economy can be many times higher than the direct cost of damaged transport infrastructure. Despite these risks, adapting the transport system to climate change has received relatively little attention from policymakers to date.

Transport and climate risks

Flooding can cause long-term disruption, as was the case in summer 2013, when flooding damaged the main railway bridge across the River Elbe in Germany, used by all trains to and from Berlin via Hannover, including high-speed services from Berlin to Frankfurt, Cologne and Dusseldorf.

Infrastructure is also vulnerable to storms. This was demonstrated in February 2014, when the coastal section of the south–west main line railway was destroyed in Dawlish, United Kingdom. The railway in the south-west of the UK was cut off from the rest of the network for two months.

Sea-level rise can threaten harbours and other transport infrastructure and services at the coast.

Climate change may also have indirect effects on transport. For example, it may lead to changes in tourist destinations or agricultural production, which can have an impact on transport demand.

There has been limited progress in adapting Europe's transport system, although it is still not widespread. The report highlights several examples of early action, while 10 European countries refer to transport or transport infrastructure in some detail in their national adaptation strategies.

Adapting transport infrastructure may be difficult because transport networks are highly complex, involving many different groups, from vehicle manufacturers to infrastructure managers to passengers. Another hurdle is the high cost of adapting hard transport infrastructure.

One of the most cost-effective solutions is to consider adaptation measures when infrastructure is built or renewed. Moreover, those adapting can prevent 'locking-in' to unsustainable transport systems by taking a longer-term, systemic perspective, the EEA report says.

At the European level, there are funds to help the transport system adapt to climate change. Action has also started on a project to revise European standards for infrastructure in light of climate change projections.

Further information

]]>No publishertransport infrastructurerailwater transportclimate change adaptationtransportroadsair transport2014/12/10 11:50:30 GMT+1NewsDublin tackles the health impacts of air pollutionhttp://www.eea.europa.eu/signals/signals-2013/interviews/dublin-tackles-the-health-impacts
Martin Fitzpatrick is a Principal Environmental Health Officer in the air quality
monitoring and noise unit of Dublin City Council, Ireland. He is also the Dublin
contact point for a pilot project run by the European Commission DG Environment
and the EEA aimed at improving the implementation of air legislation. We asked
him how Dublin tackles the health problems linked to poor air quality.What do you do to improve air quality in Dublin and in Ireland?

We feel that we have been very good on tackling air quality issues in larger towns and cities. One example illustrates this perfectly: the ban on the marketing and sale of bituminous (or smoky) fuel in Dublin in 1990.Medical research colleagues looked at the effects of this decision, and noted that 360 preventable deaths have been avoided in Dublin each year since 1990.

However, medium-sized towns still have poor air quality, and the authorities are now looking at new legislation to tackle this by broadening the ban on the sale of bituminous fuel to small towns as well.

In Ireland, the Department of the Environment, Community and Local Government is the official body that deals with air quality and related areas. Meanwhile the (Irish) Environmental Protection Agency acts as the operational wing of that Department. There are clearly defined responsibilities between the Department and the Agency as to how guidance on relevant policy areas will be passed down to local authority level.

When it comes to health, what kind of challenges does Dublin City Council face? How do you tackle them?

Dublin is a microcosm of other big cities across the European Union. A lot of commonalities exist in terms of the issues needing to be dealt with. Obesity, cancer, and cardiovascular problems are the main public health issues across the EU, including in Ireland.

The Council has recognised that a lot of the work it does is relevant to public health. One example I think worth raising is a project where we brought air quality and public participation together. The project was carried out several years ago in conjunction with the EU’s Joint Research Centre. Called the ‘People Project’, it ran across six European cities and looked at the carcinogenic air pollutant benzene. Following an oversubscribed response for volunteers on a national radio show, we turned people into walking and talking air quality monitors. They wore benzene badges so they could monitor their exposure to benzene in one given day. We then looked at air quality levels and how their daily behaviour had an impact on their health.

All volunteers got feedback on their results. One funny anecdote from this project was the sobering news that if you want to reduce your exposure to the cancer-causing agent polycyclic aromatic carbon, do not fry bacon! One volunteer working on the bacon grill in a local café had really high levels of exposure.

The serious point from this anecdote is that we have to look at the interaction of both indoor and outdoor pollutants in combination.

Can you provide an example of an Irish initiative that worked to improve indoor air quality?

One example clearly stands out — the smoking ban in 2004. Ireland was the first country in the world to ban smoking in workplaces. This ban allowed us to focus on the occupational exposure issue whilst improving air quality.

As an interesting aside to this, one industry that suffered from this ban, which would perhaps have been difficult to predict, was the dry cleaning industry. Their business has contracted since 2004 purely because of the smoking ban. So sometimes you can have impacts you did not foresee.

How does your organisation inform citizens?

Informing citizens is an essential part of our initiatives and day-to-day work. Dublin City Council produces annual reports that provide a summary of air quality for the previous year. These reports are all placed online. Moreover, the (Irish) EPA has an air-monitoring network, which shares information with local authorities and citizens.

Another example, which is unique to Dublin, is a project launched this year called Dublinked, which gathers information held by the Council and puts it into the public domain. This can be data generated by the local authorities, by private companies delivering services in the city, and by residents. In its Communication from 2009, the European Commission notes that the re-use of public sector information has an estimated worth of EUR 27 billion. This is one of the City Council’s initiatives to getting the economy started again.

Along with other European cities, Dublin is involved in a pilot project on air quality. How did Dublin get involved?

Dublin City Council got involved following an invitation from the EEA and the European Commission. We saw the project as an opportunity to share models of good practice and to learn from sharing relevant experiences.

Through the project, we noticed how advanced other cities were in developing emissions inventories, and in having an air quality model for their city. So it has been a spur for Dublin City Council to make progress on those tasks. We then felt that it was not good value for money if just the Council alone looked at an emissions inventory and creating an air quality model. So we sat down with the Irish Environment Protection Agency to look at developing a national model, which could also be used at a regional level. Then we set out to work on that.

Martin Fitzpatrick, Principal Environmental Health Officer in the air quality monitoring and noise unit of Dublin City Council, Ireland

Air implementation pilot project

The air implementation pilot project gathers cities across Europe to gain a better understanding of cities’ strengths, challenges and needs with respect to the implementation of EU air quality legislation and air quality topics in general. The pilot project is run jointly by the Environment Directorate General of the European Commission and the European Environment Agency. The cities participating in the project include Antwerp, Berlin, Dublin, Madrid, Malmö, Milan, Paris, Ploiesti, Plovdiv, Prague and Vienna. The results of the pilot project will be published later in 2013.

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]]>No publisherAirAir PollutionBenzeneCOEUEconomyEuropeGISIEDLandMBIUNageair qualityair quality monitoringbodcancercarboncardiovascularcitiesdeathemissionsenvironmenteuropaeuropean environmentexposurehealthiceindustryinventoriesnoisepHpopollutantspublic healthresearchresponseseasmokingurban air qualityworldprotection of forestsozone monitoringfuelsannual reportsnetworkscarspoliciestransport modesserviceseconomic sectorsmodelsroadsbusesnitrogencadmiunNEC Directiveenergytransportforward looking indicatorsnational emission ceilings2013/04/14 23:05:27 GMT+1ArticleAir legislation in Europehttp://www.eea.europa.eu/signals/signals-2013/articles/air-legislation-in-europe
Air pollution is not the same everywhere. Different pollutants are released into
the atmosphere from a wide range of sources. Once in the atmosphere, they
can transform into new pollutants and spread around the world. Designing and
implementing policies to address this complexity are not easy tasks. Below is an
overview of air legislation in the European Union.The amount of pollutants emitted into the air we breathe has been greatly reduced since the EU introduced policies and measures concerning air quality in the 1970s. Air pollution emissions from many of the major sources including transport, industry, and power generation are now regulated and are generally declining, albeit not always to the extent envisaged.

Targeting pollutants

One way that the EU has achieved this improvement is by setting legally binding and non-binding limits for the whole Union for certain pollutants dispersed in the air. The EU has set standards for particulate matter (PM) of certain sizes, ozone, sulphur dioxide, nitrogen oxides, lead, and other pollutants that may have a detrimental effect on human health or ecosystems. Key pieces of legislation that set pollutant limits across Europe include the 2008 Directive on ambient air quality and cleaner air for Europe (2008/50/EC), and the 1996 Framework Directive on ambient air quality assessment and management (96/62/EC).

Another approach to legislating for improvements to air quality is through the setting of national annual emission limits for specific pollutants. In these cases, countries are responsible for introducing the measures needed to ensure that their emission levels are below the ceiling set for the relevant pollutant.

The Gothenburg Protocol to the United Nations Economic Commission for Europe’s Convention on Long-range Transboundary Air Pollution (LRTAP), and the EU National Emission Ceilings Directive (2001/81/EC) both set annual emissions limits for European countries on air pollutants, including those pollutants responsible for acidification, eutrophication, and ground-level ozone pollution. The Gothenburg Protocol was revised in 2012. And the National Emissions Ceilings Directive is up for review and revision in 2013.

Targeting sectors

In addition to setting air quality standards for specific pollutants and annual country-level ceilings, European legislation is also designed to target particular sectors that act as sources of air pollution.

Emissions of air pollutants from the industrial sector are regulated, by among others, the 2010 Industrial Emissions Directive (2010/75/EU) and the 2001 Directive on the limitation of emissions of certain pollutants into the air from Large Combustion Plants (2001/80/EC).

Vehicle emissions have been regulated through a series of performance and fuel standards, including the 1998 Directive relating to the quality of petrol and diesel fuels (98/70/EC) and vehicle emission standards, known as the Euro standards.

The Euro 5 and 6 standards cover emissions from light vehicles including passenger cars, vans, and commercial vehicles. The Euro 5 standard came into force on 1 January 2011, and requires all new cars covered by the legislation to emit less particulates and nitrogen oxides than the limits set. Euro 6, which will enter into force in 2015, will impose stricter limits on nitrogen oxides emitted by diesel engines.

There are also international agreements concerning the emissions of air pollutants in other areas of transportation, such as the International Maritime Organization’s 1973 Convention for the Prevention of Pollution from Ships (MARPOL), with its additional protocols, which regulate sulphur dioxide emissions from shipping.

(c) Javier Arcenillas, ImaginAIR/EEA

"Although fortunately there are still places in Romania almost wild and spectacular, where nature is unstained by the hand of man, in more urbanized areas there is an obvious ecological problem."Javier Arcenillas, Spain

Putting the pieces together

A pollutant is usually regulated by more than one piece of legislation. Particulate matter, for example, is directly addressed by three European legal measures (Directives on ambient air quality and emissions of air pollutants, and the Euro limits on road vehicle emissions) and two international conventions (LRTAP and MARPOL). Some of the PM precursors are tackled by other legal measures.

The implementation of these laws are also spread over a period of time and achieved in stages. For fine particles, the air quality directive sets 25 μg/m3 as a ‘target value’ to be met by 1 January 2010. The same threshold is set to become a ‘limit value’ by 2015, entailing additional obligations.

For some sectors, air policies might first cover certain pollutants in limited parts of Europe. In September 2012, the European Parliament adopted the revisions that brought the EU’s standards on sulphur emissions by ships in line with the International Maritime Organization’s standards from 2008. By 2020, the sulphur limit will be 0.5 % in all the seas around the EU.

For the Baltic Sea, the North Sea and the English Channel in so-called ‘Sulphur Emission Control Areas’, the European Parliament set an even stricter sulphur limit of 0.1 % by 2015. Considering that standard marine fuel contains 2 700 times more sulphur than conventional diesel for cars, it is clear that this legislation gives strong reasons to the shipping sector to develop and use cleaner fuels.

Implementation on the ground

Current European air-quality legislation is based on the principle that EU Member States divide their territories into a number of management zones in which countries are required to assess air quality using measurement or modelling approaches. Most big cities are declared to be such zones. If air‑quality standards are exceeded in a zone, the Member State has to report to the European Commission and explain the reasons.

The countries are then required to develop local or regional plans describing how they intend to improve the air quality. They could for example establish so-called low-emission zones that restrict access for more polluting vehicles. Cities can also encourage a shift in transport to less polluting modes including walking, cycling, and public transport. They can also ensure that industrial and commercial combustion sources are fitted with emission‑control equipment, according to the latest, best-available technology.

Research is also critical. Not only does research offer us new technologies, it also improves our knowledge of air pollutants and their negative effects on our health and ecosystems. Integrating the latest knowledge into our laws and actions will help us to continue to improve Europe’s air.

(c) Gülçin Karadeniz

More information

]]>No publisherhelpeconomic sectorsnitrogenlong-range transboundary air pollutionuneceenvironmentecosystemssulphur dioxideacidificationpassenger carsstandardsbaltic seanational emissions ceilingspolicies and measureslogsenergyseaeutransportnitrogen oxidesozonecombustionleadpublic transportlrtappassengersdieselresearchparticulate matterhealthair quality directiveeuropeeuropanaturecarsnational emission ceilingscitiesmarineetrair pollution sourcesghg emission targetsindustryshippingpollutioncombibusescontaminationroadscombustion plantsfine particlesgishuman healthphpopmeutrophicationurbanetspetrolsulphurprotocolsplantsemission ceilingsground-level ozoneairunemissionspolicieseu legislationaciditygothenburg protocolindustrial emissions directivemaritime sectorstatesspatechnologyair qualitynational emission ceilings directivepollutantseconomyfuelsmodelswhotransport modesbaltic regiontunadirectiveair pollutionnorth seaagevehiclescover2013/04/14 23:04:12 GMT+1ArticleFour ecological impacts of roads on animal populations and the time lag for their cumulative effecthttp://www.eea.europa.eu/data-and-maps/figures/four-ecological-impacts-of-roads
-No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: Island Press.fragmentation report 2011fragmentationlandscapepopulationroads2011/09/22 15:24:50 GMT+1FigureEffect of road network density on the abundance of brown hare in Canton Aargau, Switzerlandhttp://www.eea.europa.eu/data-and-maps/figures/effect-of-road-network-density
-No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: Springer International Publishing AG.fragmentationfragmentation report 2011landscaperoad densitypopulationroads2011/09/22 13:59:18 GMT+1FigureShare of land freight transport by mode http://www.eea.europa.eu/data-and-maps/figures/road-transports-market-share-increases-1
Percentage share of land freight transport between road and rail transport mode for EU12, EU15 and combined EU27. No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).railtransportfreightcsiroadstransport indicators2011/01/18 13:40:02 GMT+1FigureRoad transport fuel prices (including taxes) in EU Member Stateshttp://www.eea.europa.eu/data-and-maps/figures/road-transport-fuel-prices-including-1
Road transport fuel prices (including taxes) in EU Member States. Definitions:
* ‘All petrol’ is a consumption-weighted average price of both leaded and unleaded fuel, corrected using energy-content to the equivalent amount of unleaded petrol.
* ‘All fuel, unleaded petrol equivalent’ is a consumption-weighted average price of unleaded, leaded petrol and diesel, corrected using energy content to the equivalent amount of unleaded petrol.
* ‘Nominal’ is the price with no adjustment for inflation.
* ‘Real’ is the price corrected for inflation, using 2005 as the baseline year.
* ‘Average, all fuel, unleaded petrol equivalent (real, weighted by consumption)’ is the consumption-weighted average of the ‘All fuel, unleaded petrol equivalent (real)’ line across the full time series.No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).petroldieseltransportroadsfuelspricestransport indicators2011/01/12 16:52:40 GMT+1FigureRoad distance to nearest motorway or major road on base of LAU2-units (municipalities)http://www.eea.europa.eu/data-and-maps/figures/road-distance-to-nearest-motorway
Road accessibility in km from the centre of municipalities to the next motorway or major road No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: Institute for Environmental Planning and Spatial Development (IFUPLAN).traffictransportmountainsroads2010/12/10 12:19:30 GMT+1FigureRoad transport fuel prices (including taxes) in EU Member Stateshttp://www.eea.europa.eu/data-and-maps/figures/road-transport-fuel-prices-including
Road transport fuel prices (including taxes) in EU Member StatesNo publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: Directorate-General for Energy and Transport.transportfuelsroadstransport indicators2010/05/03 08:24:50 GMT+1FigureFreight transport by mode http://www.eea.europa.eu/data-and-maps/figures/road-transports-market-share-increases
Share of freight transport between road and rail transport mode for EU12 and EU15. No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).railtransportcsiroadstransport indicators2010/05/03 08:15:31 GMT+1FigureTotal emissions of SOx by different transport modes in EEA member countries plus Croatia (1990-2004)http://www.eea.europa.eu/data-and-maps/figures/total-emissions-of-sox-by-different-transport-modes-in-eea-member-countries-plus-croatia-1990-2004
International navigation and aviation figures are for international bunkers and do not take into full account emissions in the EMEP area from nonEEA32 activities.No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).soxrailwayroads2009/11/12 22:23:28 GMT+1FigurePressures from urbanisation and transport on semi-natural areashttp://www.eea.europa.eu/data-and-maps/figures/pressures-from-urbanisation-and-transport-on-semi-natural-areas
Urban sprawl is increasing, but there are insufficient data available to enable an assessment of the extent to which the re-use of previously developed land is reducing pressures for development on virgin land.No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).natlanurbanrailgiscofragmentationnutsland coverdismedgeographicgeographictransportvegetationroadsinfrastructurescorine land cover2009/11/12 22:17:38 GMT+1FigureThe effect in the EU-25 of introducing vehicle emission standards in road transport (left) and emission abatement at large combustion plants (right) on the emission of NOXhttp://www.eea.europa.eu/data-and-maps/figures/the-effect-in-the-eu-25-of-introducing-vehicle-emission-standards-in-road-transport-left-and-emission-abatement-at-large-combustion-plants-right-on-the-emission-of-nox
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).combustionindustryairtransportroadsemissionsvehiclesstandards2009/11/12 21:36:33 GMT+1FigureFootprint of transport infrastructurehttp://www.eea.europa.eu/data-and-maps/figures/footprint-of-transport-infrastructure
Most areas of the EU area highly fragmented and this has negative implications for biodiversityNo publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).transportfragmentationrailinfrastructuresroads2009/11/12 21:36:15 GMT+1FigureDecomposition analyses of the main factors influencing the development of EU-15 CO2 emissions from passenger road transport and freight road transport (1990-2005)http://www.eea.europa.eu/data-and-maps/figures/decomposition-analyses-of-the-main-factors-influencing-the-development-of-eu-15-co2-emissions-from-passenger-road-transport-and-freight-road-transport-1990-2005
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).co2freighttransportgreenhouse gasesroadsemissionspassengers2009/11/12 21:31:46 GMT+1FigureRoad transport gains market sharehttp://www.eea.europa.eu/data-and-maps/figures/road-transport-gains-market-share
Liechtenstein is not included due to a lack of data.No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).transportroads2009/11/12 21:23:48 GMT+1FigureModelled decreases in ozone concentrations in year 2003 due to the introduction of European road vehicle emission standards (left) and the Large Combustion Plant Directive (right)http://www.eea.europa.eu/data-and-maps/figures/modelled-decreases-in-ozone-concentrations-in-year-2003-due-to-the-introduction-of-european-road-vehicle-emission-standards-left-and-the-large-combustion-plant-directive-right
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).combustionairozoneroadsstandardsvehiclesemissions2009/11/12 21:14:40 GMT+1FigureFragmentation by major roads of large forest complexes (&amp;gt;600 km²)http://www.eea.europa.eu/data-and-maps/figures/fragmentation-by-major-roads-of-large-forest-complexes-amp-gt-600-km2
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).fragmentationnatlandismedland covergeographicinfrastructuresforestsroadscorine land cover2009/11/12 21:11:29 GMT+1FigureFragmentation of large forestshttp://www.eea.europa.eu/data-and-maps/figures/fragmentation-of-large-forests
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).fragmentationnatlandismedland covergeographicforestsroadscorine land cover2009/11/12 21:11:27 GMT+1FigureGoods transport by road, relative to total by road, rail, inland waterways and pipelines, 1995http://www.eea.europa.eu/data-and-maps/figures/goods-transport-by-road-relative-to-total-by-road-rail-inland-waterways-and-pipelines-1995
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). railacidificationtransportpipelinesroadswaterways2009/11/12 20:55:51 GMT+1FigureRoad transport´s share increases strongly in EU-10http://www.eea.europa.eu/data-and-maps/figures/road-transports-share-increases-strongly-in-eu-10-1
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).transportroads2009/11/12 20:51:57 GMT+1FigureArrivals of visitors by type of entrancehttp://www.eea.europa.eu/data-and-maps/figures/arrivals-of-visitors-by-type-of-entrance
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).railtourismtransportroadsbelgrade2009/11/12 20:01:31 GMT+1FigureModelled decreases in NO2 concentrations due to the introduction of European Road Vehicle emission standards (left) and the Large Combustion Plant Directive (right)http://www.eea.europa.eu/data-and-maps/figures/modelled-decreases-in-no2-concentrations-due-to-the-introduction-of-european-road-vehicle-emission-standards-left-and-the-large-combustion-plant-directive-right
Improvements are values above zero (positive decrease in NO2 concentrations).No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).airno2emissionsstandardsvehiclesroads2009/11/12 19:18:43 GMT+1FigureAverage daily motor road traffic 1995http://www.eea.europa.eu/data-and-maps/figures/average-daily-motor-road-traffic-1995
- No publisherAccess is managed by the owner mentioned below. Please contact the owner for more information about their data policytransportroads2009/11/12 19:10:17 GMT+1FigureDesignated areas under pressure from roadshttp://www.eea.europa.eu/data-and-maps/figures/designated-areas-under-pressure-from-roads
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).natlanland coverdismedgeographicprotected areasroadspressurescorine land cover2009/11/12 19:06:11 GMT+1FigureDistance-related charges (2002)http://www.eea.europa.eu/data-and-maps/figures/distance-related-charges-2002
Data for 2002 for selected countriesNo publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).transportfreightroads2009/11/12 18:45:37 GMT+1FigurePM2.5/PM10 emissions ratios, total and for road transporthttp://www.eea.europa.eu/data-and-maps/figures/pm2-5-pm10-emissions-ratios-total-and-for-road-transport
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).pm10airpm2.5transportemissionsroads2009/11/12 18:23:14 GMT+1FigureEU-15 and EU-27 greenhouse gas emissions from transport compared with transport volumes (passenger transport by car and freight transport by road) (1990-2005)http://www.eea.europa.eu/data-and-maps/figures/eu-15-and-eu-27-greenhouse-gas-emissions-from-transport-compared-with-transport-volumes-passenger-transport-by-car-and-freight-transport-by-road-1990-2005
To calculate EU15 greenhouse gas projections, sectoral WAM projections for France and Italy had to be gap-filledNo publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA).freighttransportcarsroadsgreenhouse gasespassengersemissions2009/11/12 18:17:24 GMT+1FigureBuilt-up areas, road network and population increases, selected EEA countrieshttp://www.eea.europa.eu/data-and-maps/figures/built-up-areas-road-network-and-population-increases-selected-eea-countries
No publisherAccess is managed by the owner mentioned below. Please contact the owner for more information about their data policy.urban sprawlroads2009/11/12 18:13:50 GMT+1Figure